Controlling system for electric motors.



No. 632,0!9. Patented Aug. 29, I899.

F. A. MERRICK.

CONTROLLING SYSTEM FOR ELECTRIC MOTORS.

3 Sheats-Sheet I.

(No Modul Patented Aug. 29, I899.

' F. A. MERRICK.

CONTROLLING SYSTEM FOR ELECTRIC MOTURS.

3 Sheets-8heet 2,

(In lodel.)

No. 632,0!9. Patented Aug. 29, I899. F. A. MERRICK.

I CONTROLLING SYSTEM FOR ELECTRIC MOTO RS.

(No Model.) 3 Sheets-Sheet 3,

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UNITED STATES PATENT O FICE.

FRANKQL MERRICK, F JOHNSTOWN, PENNSYLVANIA.

CONTROLLING SYSTEM FOR ELECTRIC MOTORS.

SPECIFICATION forming part of Lotte}! Patent No. 682,019, dated August 29, 1899. Application filed larch 27,1899. Serial No. 710,689 (Kg model.)

-To all whom, it mag concern.-

- the system being particularly applicableto electric-train control where it is desired to control a train comprising a number of mo" tor-cars from one ormore points on. anyone of such cars. I

My invention comprises a plurality of separately-actuated and independently-operatic g contact devices for varying the motor-speed and means for bringing said devices into oporation, consisting of a plurality'of electromagnetic devices responsive to different current conditions and one or more electric circuits connected to said electromagnetic devices and means for controlling the current conditions in such circuit or circuits to bring said contact devices into operation dissi'multaneously. The number of controlling circuits may therefore be less than the number of electromagnetic devices so controlled. The electromagnetic devices referred to may be arranged in series or in parallel connection in the controlling-circuit; but the series arran gementispreferred as insuring uniformity- 'car-units from any part of the train.

Referring to -the accompanying drawings, which form a part of this specification, Fig- '11 re 1 is a diagram showing the application of my invention to a single car-unit. Fig. 2 is a diagram of the connections for a train composed of two cars. Fig. 3 is a diagram similar to Fig. 2, showing the connections of the operating and reversing circuits in series.

Fig. 4 shows a modification when the controlling devices are in multiple connection.

Referring to Fig. 1, which represents a single car-unit or electromoti've unit of any kind, a car body or frame being, for example, in-

dicated at A, I have shown therein two elec- I by a master-controller such as indicated at 4 4; at the respective ends of the vehicle or car-unit, A trolley or supply connection is shown at T, such connection being controlled by the line-switch 5. 4

The local or subsidiary controlling devices may include resistance-adjusting means for controlling the current strength in the motor supply-circuit and may also include series parallel controlling means for changing the connections-of the motors from series to parallel, or vice versa. As resistanceadjusting devices I have shown a plurality of separatelyactuated and independentlyoperating contact devices or switches 6 6 6", controlling short circuiting connections around resistances 7 7 7", which are included inthe motor supply-circuit 3. Each of these switches is actuated in a direction to open this short-circuit by a retracting-spring 8 8 8" and is actuated in a direction to close the short-circuit by an electromagnetic controlling device con-- sisting of a solenoid or magnet 9, 9', or 9", acting on a core or armature 10, 10, or 10 me: chanically connected to such switch. The electromagnetic devices are preferably all connected to a single controlling-circuit 11, andthe differentiation in their operation is at tained by rendering them responsive to differeut circuit conditions. Thus the magnets or solenoids 9 9' 9 are shown as provided with a successivelyincreasing number of turns, and said magnets being placed in series in the controlling-circuit it will be seen that upon gradual increase of current strength themag however, be otherwise arranged to cflect the.

same purpose, as by adj ustment' of their retractiug'springs, or said magnets may be included in parallel in the controlling-circuit in branches ofi different resistance. It is not essential to my invention that a single circuit control all of the electromagnetic devices; but it is essential that there should be fewer circuits than there are electromagnetic devices controlled thereby, so that a single circuit has to control several of such devices.

The mastencontrollers 4 4' include means forcontrolling the current strength in the controlling-circuit'u to bring the electromagnetic oontact-controllin g devices separatelyand dissimultaneously into operation. Thus each of such controllers is shown as provided with a contact-arm 12, connected by wire 11 to the supply-circuit 13, which connects on the one hand with trolley connection 5 and on the other hand with the el'ectromotive supply-circuit 3 and the controlling-circuit connection 11. The arm 12 cooperates with contacts 14, connected to resistances 15, the lastcontact being also connected to the controlling-circuit 11, so that as the arm is rotated fromits open or stop position it will first include all of such resistances in circuit and will out the same out successively as it is further rotated, thus successively increasing the current strength in the controlling-circuit l1 and bringing the electromotive devices 9-9 9 successively into operation to short-circuit the resistances 7 7 7", and thus correspondingly increase the current in the circuit 3 of the electric motors. A similar set of contacts 14' is shown on the other side of the master cQntroller, which is cross-connected to contacts 14 to reproduce the same efiects during the latter part of the movement of arm 12.

The series-parallel switch is indicated at 16 and is controlled by electromagnetic devices 17 17' acting reversely thereon, the switch being held in middle or open position by springs 18 18'. These electromagnetic devices are prefer ly included in the controlling-circuit 11, above referred to, and the master-controllers 4 4 are provided with means for governing their operation in any desired way. I have shown for this purpose short-circuiting contacts 19 19 and connections 20 20', controlled by an arm or contact 21 of the master-controller. to short-circuit the electromagnetic device 17 or 17, according to the position of such controller.

The reversing-switch 22 is controlled by a local controlling device consisting of electromagetic device 23, in the reversing-switch 24, controlled by a switch 25 25' at each end of the car, said switch being connected by wires 24' 11' to supply connection T. I have shown in connection with the terminal portions 11" of the controlling-circuit 11 and the reverslug-circuit 24 means for rendering such circuits complete for a single unit or for associating them with the circuits of other carunits, such means being in the form of flexible couplings 26 26', which are shown in this case as turned back to connect with groundar'ranged in the'reversing-circuit to adjust the resistance thereof according to the numher-of cars in circuit. 32 represents a blowout magnet included in the controlling-circuit 11 and adapted to blow out the arcs in any or all of the contact devices 6 6, &c., and in the series-parallel switch 16.

The operation of the apparatus as so far described-is as follows: When the parts are in the position shown, no current 'flows in either the controlling-circuit or the motorcircuit, the former circuit being open at the controllers 4 4', and the latter circuit being open at the series-parallel switch 16. Assuming how that the master-controller 4 is operated to bring the arm 12 in contact with the first contact '14, the controlling-circuit will be closed and the current will flow insamefrom the trolley connection -5 -through wire 13 to connection 11' and controller-contacts 12 and 14, thence through all the resistances 15 to the controlling-wire 11, which leads it first through the magnet 17 of the series-parallel controller, thence through the resistance-controlling magnets 9 9 9" in series and through the blow-out magnet 32 to the other magnet 17 of the series-parallel controller. This magnet is, however. now short circuited by the arm 21 of controller'12, contacts 19, and

connections 20, sothat the current proceeds directly through this short-circuit to the terminal wire 11 of the controllingcircuit, which leads it to coupling 26' at the end of the car, when it passes by grounding connection 27 and grounding device 29 of controller 4 to the ground at G. The electromagnetic devices 9', &c., are so adjusted .that the current that thus passes through all the resistances 15 will not suflice to operate any of such magnets; but the electromagnet17 is energized sufficiently to pull over the seriesparallel switch to series position, it being understoodthatthe othe'r'magnet is meanwhile short -circuited, as above described. The effect of the closure of, circuit at master-controller 4 is therefore to close the motor-circuit with the motor in series connection and with maximum resistance included. As the motors then accelerate the operator turns the controller 4 farther, so as to successively cut out resistances 15, proportionately increasing the controlling-current, which as it increases successively cuts out the resistances 7 7 &c., so as to correspondingly increase the current in the motor-circuit, thus enabling the motor-curront to be controlled indirectly in much the same in anncr as if it were controlled mum strength of controlling-current, the motor-circuit is brought to condition of highest speed that is possible with series connection.

Further movement of the controller then shifts'the contact 2' to contacts 19 on the other side so as to short-circuit the series magnet 17 and put the magnet 17 in circuit. At the same time the arm 12 leaves the first series of contacts 14 and engaging with the first of ances to the motor-circuit.

contacts 14 cuts in all the resistances 15. As soon as arm 12 passes off of last contact 14 the electromagnetic devices 9 0, &c., release the contacts 6 6, &c., thus restoring all resist- The motors are then in parallel with all resistances in circuit, and by the further operation of the controller 4 these resistances are cut out as before.

In applying my invention to a plurality of car-units associated in a multiple-unit electric-train system the connections are made as shown in Fig. 2, wherein two car-units are represented at A and. A, and the numerals refer to the some parts as in Fig.1 except that numerals l 1 here indicate the entire motors, but where some changes have been made to facilitate the operation of the train from, any one car. Thus the series-parallel switch 16' in car-unit A is shown as operated by series and parallel magnets-l7 17', which are connected in the controlling-ole ouit ll; but in this case the short-circuiting' of one or the other of such magnets is eifected' by a local subsidiary switch 33, whose operating-magnet 3 1- is controlled by a connection to contact 19" of the master-controllers. These contacts 19" of the several controllers are connected in multiple to the line 35,-which runs throughout the train and is connected to the magnets 34 on all the cars, such magnets being connected in parallel in branch circuits running from line 35 to ground. In the carmnit A, however, another way of operating theseries-parallel switch is shown -namely, by the direct control of the line 35-the magnet 34' in this circuit pulling the switch 16 to parallel position and a spring 36 returning it to series position when released. It will he observed that the connecting terminals or couplings 26 26' 37 28 on the extreme ends of the train are arranged in this case the same as in Fig. 1, but that the intermediate couplings between adjacent cars are removed from their grounding connections and are connected from car to car, so that the 'several lines 13, 11, and 24 are continued from car to car throughout the train. The lines 11 and Marc thus grounded cult.

only at their extreme ends. Assuming now that the controller-4 be operated, the current will proceed precisely as above explained until it reaches terminal line 11''. There being, however, no ground connection from this line on car A the current passes to they line 11 of the next car, which leads it through the electromagnetic devices 9 9", &c., of the next car and so on to the other end of the train, when it passes to ground by the com nection established by the terminal coupling and the corresponding master controller. An additional train-line is here shown at 37, which is connected by couplings from car to car, and being connected to trolley orsupply connection T forms a supply-line to which the main switches 5 5', &c., on the several cars may connect the several car units. This feature is only necessary where several trolley connections on different cars are required to supply the current for propelling the train. By means of cross connections from side to side of each master-controller and from one master-controller to the other, the' latter'connections being preferably bunched in a cable, as indicated at 38in Fig. 2, a single set of resistances may be used to perform all the resistance-adjusting operations from either end of the car. The reversing-circuit 24 is arranged as in Fig. l and is continued from car to car by the couplings d6 26', so that only at each extreme end of the train is ground connection made. The operation of any of the revcrsing switches, as 25, will cause current to flow from supply connection T through wires 13 ll 24 and switch 25 to line 2%, thence through the train and the several local'reversing devices, here indicated at 28, to the other extreme end thereof, when the dual reversing-switch delivers it to ground by the contact 30, The resistance of circuit 24- rnay be adjusted to compensate fdr variation in length. of train by meansof adjust able resistance ,31. The operating-switch or controllers i and the reversing-switch 25 at each end of a car may be mechanically interlocked in any usual manner, so that the reversing switch cannot be op ated except when the controller or operating-switch is in open position. The flexible couplings 2d 26' at the ends of the car consist of flexible conductors forming extensions of'their respective circuits and adapted to engage with the corresponding conductors in adjoining cars or to be turned leach: and connected to the ground connections on the car from which 7 they extend. Thus said conductor extension may terminate in a hoot: adapted to engage either with the heel: of a corresponding condoctor extension on the next car or to be hung upon agrounding-hook on the same car.

In Fig. 3 is shown an arrangement of the system wherein the reversingcircuit is put in series with the operating or controlling cir- In this diagram the various parts are indicated in the simplest and most condensed manner, 4 4 representing the m aster-control lers, l 2 and 1'2 the motors, 9 indicating the local electromagnetic controlling devices for the motors, including all of the resistance and series-parallel controlling devices, while 25' represent the master-reversing switches, and 23 the local electromagnetic devices for reversing the motors. The detailed arrangements of the circuits are the same as in Figs. 1 and 2, except that the terminal connection 11 27 26 29, controlled by the flexible coupling at the end of the car and by the master-controller, instead of leading to ground leads to the fixed terminal 28 of the flexible coupling connection 26 of the reversing circuit, which terminal 28 is connected to contacts 39 40 of the reversing-switch 25. The reversingswitch is connected to a contact 41 and thence to a fixed terminal 42 at the end of the car adapted to receive the flexible terminal 43 of an auxiliary conductor 44, which extends through each car, being connected from car to car by the junction of the flexible terminals 43. When the reversing-switch is turned one way from a central or off position, it connects to ground-terminals G, the contact 39, connected to fixed terminal 28 of the reversing -circuit, while when the reversingswitch is turned the other way it connects to ground-terminal G, a contact-45, connected to contact 41, and auxiliary circuit 44. If now we assume a reversing-switch-say switch 25 on car-unit'Ato be moved to correspond to one direction of train movementsay onto contacts 45 G -and the master-controller 4 to be operated to close the circuit, then the current will fiow from trolley connection T through the master-controller, then through the controlling-circuit 11' in all the cars, and the electromagnetic controlling devices therein included, finally turning back by the terminal connection 27.at the other end of the train and proceeding through the auxiliary contact device 29 of the master-controller to fixed coupling-terminal 28, contacts 39 and 40, through reversing-switch 25 to contact 41 thence to coupling 42 43 of the auxiliary circuit 44, and by said circuit back to the operating end of the train, when it passes by coupling 43 42, contacts 41 45, and reversingswitch 25 to ground at G. The reversingcircuit is therefore in this case not energized, and the electromagnetic reversing-switch remains in position to cause the cars to move in a certain direction; but if the reversingswitch be placed. in the other position, connecting contacts 39 and G, then the current on reaching the coupling-terminal 28 at the other end of the train has to turn back through the reversing-circuit 24 to reach ground through terminal 28 at the operating end, contact 39, reversing switch 25, and contaet G. The electromagnetically-controlled 5 reyersing-switch is thus in this case operated tgcaus the train to move in reverse directiQrLf-"By this arrangement of circuits one currentjis used to control all the operating and reversing devices of the train. The motors 1 2 1' 2' are shown as connecteddirectly to supply-circuit 3; but it will be understood I that these connections are controlled by the electromagnetic controlling and reversing devices, (indicated in a general way at 9 and 23.)

Fig. 4 shows the general arrangement of the circuit connections for a system wherein the controlling electromagnetic devices of the several car-units are in separate branch circuits leading from the main controlling-circuit to ground or the other side of the line. Here the parts are numbered as in Fig. 3, but the electromagnetic controlling or operating devices (indicated at 9) and the electromagnetic reversing devices (indicated at 23) are here shown in branch connections leading to ground, and the effect of the operatifigswitches 4 4' and of the reversing-switc cs 25 25 is simply to close connection from-the supply-circuit 3, respectively, to the controlling-line 11 and to the reversing-line 24, the connection of the master-controller including adjustable resistances 15. This figure shows another manner of cross-connecting the resistances from end to end of the car. The motors are in this case shown as connected to an auxiliary supply-line 37 running throughout the train, said line having trolley connections T and connected to supply-line 3 through switches 5, it being understood that the motor connections are controlled by the operating devices 9 and the reversing devices 23. With the arrangement of the system shown in this figure there is no need of special grounding or return terminals at the end of the train, the ends of each line being leftopen. The arrangement of Fig. 2 is, however, in some respects to bepreferred, in that the operating devices are all in series, and a defect in any part of the operating-circuit will be at once detected, as it will put the whole system out of operation, while with the multiple arrangement a defect may occur in one or more of the branches without the operatorbecoming aware thereof, resulting in the possibility of undue loads. being thrown on the motor-units which remain in operative condition, and thus have to take the whole load.

Having thus described my invention, what I claim as new therein, and desire to secure by Letters Patent, is

1. In a controller for electric motors, the combination of a plurality of separately-actuated contacts for varying the motor speed, separateelectromagnets responsive to different current conditions for controlling the respectiy e contacts, a circuit including a plurality of such contacts and a manually-operated master-controller comprising controlling means for changing the current conditions'in such circuit.

2. In a controller for electric motors, the combination of a plurality of separately-actuated contacts for varying the motor speed, separate electromagnets responsive to different current strengths for controlling the respcctive contacts, a circuit including in series a plurality of such magnets, and, a mustercontroller comprising nnruuully operated means for controlling the current strength in such circuit.

8. In a controller for electric motors, the combination of a plurality of separately-actuated contacts for varying the motor speed, separate clcctromaguets responsive to different current strengths for controlling the respective contacts, a circuit including a plurality of such magnets, and a master-control- 161' comprising manually-operated means for controlling 'the current strength in such circuit.

4. In a system of electric-train control, the combination of a plurality of motor-cars, each havinga controller comprising separately-ac tuated contacts, separate operating-magnets for such contacts, a circuit running to all the motor-cars connected with each of such magnets and operating said contacts successively in successive increase of current strength therein, and means located on each motor-car .l'or regulatinc the current strength in such circuit.

5. In a system of electric-train control, the combination of a plurality of motor cars, each having a controller comprising separately-actuated contacts, separate operating-magnets for such contacts, a circuit running to all the motor-cars connected with each of such magnets and operating said contacts successively in successive increase of current strength therein, and means located on any one of the ductors less than the number of such electro magnetic devices and a master-con troller comprising controlling devices for the respective conductors.

7. Ina controlling system for an electrically-propelled train, comprising a plurality of motor-car units, the combination of a pinrality of electromagnetically-actuated contact devices controlling the motor-circuits of cachmotoncar unit, and a controlling system for such electromagnctically-actuatcd devices comprising a number of conductors less than the number of such contact devices and extending through all of the motor-car units.

8. In a controlling system for electric motors, the combination of a series parallel switch, a controllingcircuit, electromagnetic devices included therein in series and acting rcversely on said series-parallel switch, and means for short-circuiting either of such electromagnetic devices.

9. in a cont-rolling system for electric moions, the comlrirn'rtion of clectromagnetically circuit includingl he elm-trornugnctic control lingmcansol' the rcsistancc controlling means and of the scrics-parallcl switch, and cuntroh ling means for such circuit.

10. ln a controlling system for electric motors, the combination of elcctromagueticallyopcrated resistance controlling means for COIltlOlllllg the resistance of the motor-circuit,

an clectromaguotically-opcratcd series-parallel switch for the motor-circuit, of a controlling-circuit including the electromagnetic controlling means of the resistance-controlling means and of the series-parallel switch, and controlling means for such circuit, such controlling means comprising short-circuiting devices for such electromagnetic series-parallel controlling devices.

11. In a controlling system for electric motors, the combination of electronmgnetic operating devices for controlling the motor speed, electromagnetic reversing devices for the motors, a controlling-circuit including such electromagnetic operating and controlling devices in series, and independent con trolling devices in such circuit for controlling the said operating devices and reversing devices independently.

12. In a system of electric-train control, the combination of a plurality of cars, each provided with a controlling-circuit, of coupling means at each end of each car for connecting the controlling-circuit from car to car, and a fixed terminal on each car adapted to connect with the aforesaid connecting means on the same car and to connect same to the other side of the circuit.

13. in a caiyuuit, adapted to be used one of a plurality of units forming an electric train, the combination of electrornotive devices, local eiectromagn etic controlling means therefor, a mastencontroller at each end of the car, a controlling-circuit controlled by such master controllers, flexible couplingterininals at each end of the car, fixed terminals and connections adapted to cooperate with said flexible terminals to connect the controlling-circuit to the other side of theline at each end of the car, and means operated by the master-controllers to control such ter minal connections.

14, In a car-unit'adapted to be used one of a plurality of units forming an electric train, the combination of electrouiotive devices, a controlling-circuit therefor, a controllcr at each end of the car, for said controllingcircuit, coupling-terminals at each end of the car, fixed terminals and connections adapted to cooperate with such coupling-terminals to connect the controlling-circuit to the other side of the line, and means operated by the said controllers to control such terminalconnections.

p 15. in an electric train, the combination of a pluralityof car-units each comprising electromotivo devices and a controlling-circuit therefor, of couplings between the cars connecting said controlling-circuit from car to car, and terminal connections on the end earunits for establishing connection to the other side of the line.

13. In an electrictrain, the combination of a plurality of ear-units each comprising electromotive devices, a controlling-circuit therefor and a controller for such circuit, of couplings between the ears connecting said controlling-circuit from ear to car, terminal connections onthe end car-units for establishing connection .to the other side of the line and means controlled by the aforesaid controllers for controlling such terminal connections.

FRANK A. MERRICK.

Witnesses:

S. E. Onmxson, R. W. EVANS. 

